The usual view in a mixed economy is that some goods and services are produced privately and some, such as transportation, are produced publicly. Private institutions, such as households and entrepreneurs, produce and con sume goods and services in pursuing their parochial interests, while the pub lic sector attempts to broaden public interests. More precisely, the public sector constructs new transportation systems, improves their capaci ties, and regulates services and prices; and the private sector chooses locations of pro duction, modes of transportation, and routes of shipmellt. At the…mehr
The usual view in a mixed economy is that some goods and services are produced privately and some, such as transportation, are produced publicly. Private institutions, such as households and entrepreneurs, produce and con sume goods and services in pursuing their parochial interests, while the pub lic sector attempts to broaden public interests. More precisely, the public sector constructs new transportation systems, improves their capaci ties, and regulates services and prices; and the private sector chooses locations of pro duction, modes of transportation, and routes of shipmellt. At the sallie' Lillte'. all forms of transportation influence our lives and cause us concern for Oll r environment, health, and safety. Thus, transportation is intimately woven into the daily life of individuals and organizations in our society. Because of its constant presence, transportation is easy to overlook until it fails in some way. Few would contend that private firms could or should construct an effi cient transportation system in a mixed economic system. Because the entire transportation system must be integrated and coordinated, firms with the power to construct such a system would have considerable monopoly control.
I Introduction.- 1 National Development Plans and Planning Issues in Korea.- 1.1 Introduction.- 1.2 Five-Year National Development Plans.- 1.3 National Development Planning Issues.- 1.3.1 An Overview.- 1.3.2 Unbalanced Regional Growth.- 1.3.3 Transportation Planning Issues.- 1.3.4 The Greenbelt Policy.- 1.4 Concluding Remarks.- 2 The Transportation Systems in Korea.- 2.1 National Development Plans and the Transportation Sector.- 2.2 Transportation System.- 2.3 The Highway System.- 2.4 Highway Investments in Korea.- 2.4.1 Introduction.- 2.4.2 Data.- 2.4.3 A Highway Investment Function in Korea.- II Linear Programming Models and Applications.- 3 A National Transportation Development Planning Model.- 3.1 Introduction.- 3.2 National Transportation Planning Models.- 3.2.1 Trip Generation and Network Design Model.- 3.2.2 Mode Choice Model.- 3.2.3 Vehicle Size model.- 3.3 Concluding Remarks.- 4 Implementation of the Linear Programming Model: Experience from a Korean Application.- 4.1 Implementation of a Linear Programming Model: Issues and Implications for Model Building.- 4.2 External Factors Affecting Program Formulation and Revisions.- 4.3 Concluding Remarks.- III Nonlinear Programming Models and Applications.- 5 Combined Input-Output and Commodity Flow Model: A Nonlinear Programming Formulation.- 5.1 Introduction.- 5.2 Interregional Input-Output Models.- 5.3 Commodity Flow Models.- 5.4 Network Design Models: State-of-the-Art.- 5.5 Combined Regional Input-Output and Interregional Commodity Flow Model for Unknown Regional Production.- 5.6 Extensions to Include Network Representations of Transportation Cost.- 5.7 Limited Application of the Model to Korea.- 5.8 Concluding Remarks.- 6 Model Applications: Formulating Highway Investment Strategies.- 6.1 Introduction.- 6.2 The Model.- 6.3 Solution Algorithm.- 6.4 Setting Investment Priorities.- 6.5 Application to Korean Networks I.- 6.6 Application to Korean Networks II.- 6.7 Priorities for Road Improvements with an Alternative National Growth Policy.- 6.8 Future Extensions.- 6.9 Applications to Developing Countries: General Descriptions.- 6.10 Concluding Remarks.- IV Bilevel Programming Models and Applications.- 7 Bilevel Programming.- 7.1 Introduction.- 7.2 Definition and Properties of Bilevel Programming.- 7.2.1 Definition.- 7.2.2 Feasibility and Optimality.- 7.2.3 Computational Complexity.- 7.2.4 Bounding of Objective Function Values.- 7.2.5 Relation with Other Techniques.- 7.3 Applications of Bilevel Programming.- 7.4 Solution Algorithms for Bilevel Programming.- 7.5 Concluding Remarks.- 8 Bilevel Transportation Network Design Models and Solution Algorithms.- 8.1 Introduction.- 8.2 Network Equilibrium Problem.- 8.3 The Network Design Problem.- 8.4 The Equilibrium Network Design Problem.- 8.5 Bilevel Programming Formulations of ENDP.- 8.5.1 Model 1.- 8.5.2 Model 2.- 8.6 Solution Algorithm: Introduction.- 8.7 Solution Algorithms for Nonlinear Bilevel Problems.- 8.8 Derivative Calculation.- 8.9 Developing Solution Algorithms: A New Approach.- 8.10 Testing the Solution Algorithm.- 8.10.1 Example 1.- 8.10.2 Example 2.- 8.11 Concluding Remarks.- 9 Model Application I: Measurement of Congestion Functions for Korean Highways.- 9.1 Introduction.- 9.2 Link Congestion Function: An Overview.- 9.3 Link Congestion Function: Measurement Issues.- 9.3.1 Mathematical Function Approach.- 9.3.2 Theoretical Approach.- 9.3.3 Current Practice in Korea.- 9.4 Highway Capacity.- 9.4.1 An Overview.- 9.4.2 Highway Capacity Estimation Practice in Korea.- 9.5 A Bilevel Programming Model for Estimating the Highway Congestion Function.- 9.5.1 An Overview.- 9.5.2 The Model.- 9.6 Highway Congestion Function for Korea: An Estimation.- 9.7 Concluding Remarks.- 10 Model Application II: Evaluating Alternative Highway Investment Strategies.- 10.1 Introduction.- 10.2 Data.- 10.3 Numerical Analysis.- 10.3.1 Evaluation of the Model.- 10.3.2 Policy Implication of the Model Results.- 10.4 Concluding Remark.- V Advanced Tr
I Introduction.- 1 National Development Plans and Planning Issues in Korea.- 1.1 Introduction.- 1.2 Five-Year National Development Plans.- 1.3 National Development Planning Issues.- 1.3.1 An Overview.- 1.3.2 Unbalanced Regional Growth.- 1.3.3 Transportation Planning Issues.- 1.3.4 The Greenbelt Policy.- 1.4 Concluding Remarks.- 2 The Transportation Systems in Korea.- 2.1 National Development Plans and the Transportation Sector.- 2.2 Transportation System.- 2.3 The Highway System.- 2.4 Highway Investments in Korea.- 2.4.1 Introduction.- 2.4.2 Data.- 2.4.3 A Highway Investment Function in Korea.- II Linear Programming Models and Applications.- 3 A National Transportation Development Planning Model.- 3.1 Introduction.- 3.2 National Transportation Planning Models.- 3.2.1 Trip Generation and Network Design Model.- 3.2.2 Mode Choice Model.- 3.2.3 Vehicle Size model.- 3.3 Concluding Remarks.- 4 Implementation of the Linear Programming Model: Experience from a Korean Application.- 4.1 Implementation of a Linear Programming Model: Issues and Implications for Model Building.- 4.2 External Factors Affecting Program Formulation and Revisions.- 4.3 Concluding Remarks.- III Nonlinear Programming Models and Applications.- 5 Combined Input-Output and Commodity Flow Model: A Nonlinear Programming Formulation.- 5.1 Introduction.- 5.2 Interregional Input-Output Models.- 5.3 Commodity Flow Models.- 5.4 Network Design Models: State-of-the-Art.- 5.5 Combined Regional Input-Output and Interregional Commodity Flow Model for Unknown Regional Production.- 5.6 Extensions to Include Network Representations of Transportation Cost.- 5.7 Limited Application of the Model to Korea.- 5.8 Concluding Remarks.- 6 Model Applications: Formulating Highway Investment Strategies.- 6.1 Introduction.- 6.2 The Model.- 6.3 Solution Algorithm.- 6.4 Setting Investment Priorities.- 6.5 Application to Korean Networks I.- 6.6 Application to Korean Networks II.- 6.7 Priorities for Road Improvements with an Alternative National Growth Policy.- 6.8 Future Extensions.- 6.9 Applications to Developing Countries: General Descriptions.- 6.10 Concluding Remarks.- IV Bilevel Programming Models and Applications.- 7 Bilevel Programming.- 7.1 Introduction.- 7.2 Definition and Properties of Bilevel Programming.- 7.2.1 Definition.- 7.2.2 Feasibility and Optimality.- 7.2.3 Computational Complexity.- 7.2.4 Bounding of Objective Function Values.- 7.2.5 Relation with Other Techniques.- 7.3 Applications of Bilevel Programming.- 7.4 Solution Algorithms for Bilevel Programming.- 7.5 Concluding Remarks.- 8 Bilevel Transportation Network Design Models and Solution Algorithms.- 8.1 Introduction.- 8.2 Network Equilibrium Problem.- 8.3 The Network Design Problem.- 8.4 The Equilibrium Network Design Problem.- 8.5 Bilevel Programming Formulations of ENDP.- 8.5.1 Model 1.- 8.5.2 Model 2.- 8.6 Solution Algorithm: Introduction.- 8.7 Solution Algorithms for Nonlinear Bilevel Problems.- 8.8 Derivative Calculation.- 8.9 Developing Solution Algorithms: A New Approach.- 8.10 Testing the Solution Algorithm.- 8.10.1 Example 1.- 8.10.2 Example 2.- 8.11 Concluding Remarks.- 9 Model Application I: Measurement of Congestion Functions for Korean Highways.- 9.1 Introduction.- 9.2 Link Congestion Function: An Overview.- 9.3 Link Congestion Function: Measurement Issues.- 9.3.1 Mathematical Function Approach.- 9.3.2 Theoretical Approach.- 9.3.3 Current Practice in Korea.- 9.4 Highway Capacity.- 9.4.1 An Overview.- 9.4.2 Highway Capacity Estimation Practice in Korea.- 9.5 A Bilevel Programming Model for Estimating the Highway Congestion Function.- 9.5.1 An Overview.- 9.5.2 The Model.- 9.6 Highway Congestion Function for Korea: An Estimation.- 9.7 Concluding Remarks.- 10 Model Application II: Evaluating Alternative Highway Investment Strategies.- 10.1 Introduction.- 10.2 Data.- 10.3 Numerical Analysis.- 10.3.1 Evaluation of the Model.- 10.3.2 Policy Implication of the Model Results.- 10.4 Concluding Remark.- V Advanced Tr
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